Locomotive-economizer.



W. WILEY..

LOCOMOTIVE ECONOMIZBR.

APPLIOATION HLBD AUG. s, 1907.

Patnted M1126. 1909.

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LOGOMOTIVE EGONOMIZER.

APPLIOATION FILED AUG. a, 1907.

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910,758, Patented Jan. 26. 1909.

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LOGOMOTIVE-EOONOMIZER.

. iva-910,758.

Speciication of Letters Patent.

. Patented 38.11.26, lace.

Application filed August 8, 1907. Serial No. 387,730.

To all whom it may concern:

Beit known that I, WILLIAM WILEY, a citizen of the United States, residing at Sioux City, in the county of Woodbury and State of Iowa, have invented certain new and useful Improvements in Locomotive"- Economizers; and I do declare the following to be a full, clear, and exact description of the invention, such as will. enable others skilled in the art to which it appertains to make and use the same. l

This inventionrelates'to locomotives, and more particularly to what I shall call fan economizer therefor and it has for its object to provide devices by means of which the steam can bemore economically used or utilized, and especially the exhaust steam, as for instance, by heating the water in the tender by means of the condensed steam, and also in the smoke box before it has discharged into the boiler.

With these and other objects in view, the invention consists in the improved construction and novel arrangement of a locomotive economizer, as will be hereinafter more particularly set forth.

In the accompanying drawings, which illustratethe invention,-Fig. 1 is abroken side elevation of a locomotive and tender provided with my improved economizer and is illustrated part on Sheet 1 and part on Sheet 2 g Fig. 1a is a fragmentary view of the steam dome; Fig. 2 is a top plan view of the tender and of the locomotive trucks and is illustrated part on Sheet 1 and part on Sheet 2. Fig. 3 is an end View of the front of the locomotive without the driving wheels p and with the `front of the boiler removed; Fig. 4 is a vertical sectional view through the boiler. i

Referring more particularly to the drawings, which are for illustrative purposes only, and therefore, are not drawn to a particular scale, 1 indicates the boiler of a locomotive which maybe made of any desired shape, and is supported upon the usual driving wheels 2 and trucks 3. The steam is admitted to the cylinders 4 mechanism 5 from the boiler through the pipes 6 in the usual manner, and the exhaust is also connected withthe nozzle 7 in the smoke box 8, so as to discharge through the smoke stack 9, asis usually done in locomotives, and therefore, need no furtherdescription.

A pipe wis-connected with Athe exhaust.

through the valvebranches 11, and is extended .back to the tender 12 after having been passed kthrough a suitable heater 13', which is preferably suspended underneath the boiler at any suitable point. After entering the tender the pipe 10 is preferably arran ed circuitouslyso as to expose a considera le' ortion of its length to the water, and it is t en ex. tended upwardly and connected with a condenser 14, which is adapted to discharge or empty into the water tank of the `tender through pipes 14.

O wing to the inability to satisfactorily introduce hot Water into a boiler through' the ordinary injectors, I prefer to use a pump 15, which is connected with the heater 13.1by means of a pipe 16, and with a water heater 17 arranged in the smoke -box 8 by means of a pipe 18.- The pump is preferably located underneath the front axle 19 of the locomotive and is operatedvby eccentrics 20, three being shown in the drawings. The heater 13 is connected with the tender by means of -a l pipe 21, andthe heater 17 is preferably made substantially semi-circular and is connected with the boiler by means ofthe pipe 22. By constructing the parts in this manner it is evident that the exhaust steam will pass back through the pipe 10 into the water tank and condenser, thereby utilizing substantially all of the heat that is ordinarily allowed to escape into the atmosphere generally through the smokestack. The partially heated water from the tender the heater 13 adjacent to the ump 15 where it will be further heated, and ally it will be passed through the heater 17 in the-smoke box where it will be heated to as great anex- -tent as possible before-it is discharged intoV the boiler, thereby permitting of the use of warm water for generating steam, which will effect quite' a savinglin the amount of :fuel required to keep u t e desired steam pressure for runningthe ocomotive.

The pump or pum s 15 are arranged to be operated at their ful capacity, while theengine is running, which will cause them to discharge more water than will be needed at .all times in the boiler. To provide for this emergency the pi which can ve controlled from the cab vby means of a rod 24 and a to communicate with the pipe A18 upon one side of the pump and extends back to the pipe 16 between the pump and heater, where ports of the driving cylinders by twoI will pass through.

e 18 is provided with a valve 23,

pipe 25 is arranged itis provided with an ordinary by-pass valve I time. the steam israised to its limit, the 65 26. In this manner, whenever the valve 23 is wholly or partially closed, the excess'of water discharged by the pum s will pass back through the pipe into the eater 13 or be taken up by the pump and thereby circulated round', and lround untilthe valve 23 will per- Amit it 'to pass into the heater 17, vand thence into the boiler. p

As the pumps 15 remaininactive while the locomotive is standing still, a steam' pump 27 is connected with the pipe 18, as by a pi'pe 28 and with the boiler 18 by a pipe 29. As it is frequently necessary to cause the exhaust steam to pass through the smokestack of the locomotive to provide for a forced draft to i Vkeep up the necessary steam pressure a valve 30, as an ordinary plug valve, is located in the pi le 10. A rod 31 1s connected with the valve liy means of an arm 32 and with'a rod 33 by means of an elbow 34. The rod 33 ex- -tends back to the cab, where it is extended into acylinder 35 or connected therewith so 'as to'be reciprocatedor moved longitudinally when the. piston 36in the cylinderis forced outward against the pressure of a spring 37 'by the entrance of steam from the boiler, as

through an opening 38'. A lever 39'withinthe cab, shown only in dotted lines, is connected with the rod 33 in any suitable manner, as by means of a lever 40, so that the rod 33 can be reciprocated to control the valve 30 Y .by the engineer independently of or in opposition to its movement by means of the steam. 'In this manner, the `movement of the valve may be automatically or manually controlled so as to cause more or less of the exhaust steam to be passed into the heater or o utahrough the smokestack, as`may be desire The valve is controlled manually at any time, but preferably when the locomotive is being taken from the roundhouse, and it is controlled automatically when runnin upon theroad, and automatic control is e ected inthis manner.l If'the locomotive isset to blow off at, saytwo hundred pounds, the

l spring 37 is arranged to be compressed to its greatest anilount when the pressure reaches one hundred and ninety-seven pounds, and thereby opensthe valve to its fullest extent and permits of the entire amount of exhaust steam passing back into the tender instead of passing out through the nozzle' and smokestack.l

, From the above, it is evident that when l the steam in the boiler is not sufficient to en# tirely open the valve, a portion of the exhaust steam will escape through the nozzle, 'and t ereby decreases thereby increase `the draft and accelerate theheat' of the water in the boiler, but as the steam increases in the boiler, vthe pressure u on the spring 37 raduallyincr'eases and te draft-so4 that the forced draft is entirely cut off.

In addition to effecting the saving or utilization of the'exhaust steam from the pistons, I refer to connect a pipe 41 with the blowo or safety valve 42 and join it with the pipe 18 between the valve 30v and the pump 15, whereby the steam from the blow-off 1s caused to pass back "into the cylinder, and thereby be utilized for heating the water in the tender. Intermediate the blow-off and the pipe 18 the pipe 41 communicates with vthe ordinary pump 43 for exhausting the air from the brake-setting mechanism.

To permit of the steam entering the pipe at all times, even though its pressure should not be enough to lift the safety valve a pipe 44 leads from the steam dome 45 to t ve pipe 41 and is provided with a valve 46, by means .of which communication from the dome to the pipe 41 may be controlled.V

By providing a locomotive with a steam economizer as above described, it will be'seen that all Waste of steam is absolutely prevented, or it is utilized for heating water before it enters the cylinder or'inincreasing the draft, soas t'o kee `u the necessary steam pressure .within the libiler. By providing two kinds of pump and also by providing the manuall and automatic means for controlling the valve from the 'iston cylinders to the heater and tender, t e apparatus is adapted for use whether the locomotive is standing still or being run upon the road. As it is a well-known fact that it requires less fuel to maintain asteam pressure from heated water than from cold water, and especially in the northern climates where the cold is excessive, the advantages of my improvement will be at once apparent withoutfurther comment. Having described my inventionI claim In a device of the classv described, the combination with a heater system for locomotives, of an exhaust pipe leading to a heater in said system, an exhaust for increasing vthe draft in the locomotive, 'a cylinder connected to the locomotive, a spring pressed steam operated piston thereln, a valve controllingthe exhaust to the heater and to the draft -increasing means, links connected to the valve and pistonfa bell crank leverv inter-connecting said links, means to convey live steam to the heater fromthe safety valve, and manually controlled means for admitting live steam to said conveying means from thesteam dome. Y In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

WILLIAM WILEY. Witnesses:

FOSTER G. IDDINGs, JHN H. JACKSON. v 

